Automobile.



No. 886,506. PATENTED MAY 5, 1908. H. K. HOLSMAN.

AUTOMOBILE.

APPLIOATION FILED FEB. s, 1907.

4.sHEETssHEBT 1.

PATENTED MAY 5, 1908.

H. K. HOLSMAN;

AUTOMOBILE.

APPLIOA'JQION FILED FEB. s, 1907.

4 SHEETS-SHEET 2.

PATENTED MAY 5, 1908.

H. K. HOLSMAN.

AUTOMOBILE.

APPLICATION FILED FEB. s, 1907.

4 SHEETS-SHEET 3.

No. 886,506. PATENTED MAY 5, 1908.

11.1. HOLSMAN. r

' AUTOMOBILE. APPLICATION FILED FEB. a, 1907.

4 snsnfs-snnnr 4.-

HENRY K. HOLSMAN, OF CHICAGO, ILLINOIS.

nuromonrm.

Specification of Letters Patent.

Patented May 5, 1908.

Application filed February 8, 1 07. Serial No. 356,393.

To all whom 'it may concern: 1 Be it known that I, HENRY K. HOLSMAN, a citizen of the United States, and resident of Chicago, in the county of Cook and State of Illinois, have invented certain new and use ful Improvements in Automobiles, of which the fol owing is a full, clear, and exact specification.

My invention is concerned with improvements in the connection of any of the arts to the automobile that should swing wit the steering 'wheels, such as the-fenders of the steering wheels, or the lamps to illuminate the road so that the said parts will turn at the same angles as the steering wheels to protect the occu ants orto properly illuminate the road, as t e case may be.

To illustrate my invention, I have annexed hereto four sheets of drawings, in which-the same reference charact'ersare used to desig nate identical parts in all the figures, of which,

Figure 1 is a side elevation of an automobile containing my invention; Fig. 2 is a plan view of the forward portion of the running gears thereof,'with the engine in place; Fig. 3 is an elevation, on an enlarged scale, on the line A-A of Fig. 1; Fig. 4 is an elevation, in section, on the line B B of Fig. 3; Fig. 5 (Sheet 1) is an enlarged detail of part of the mechanism shown in Fig. 1, with a portion of the connectin link broken away to show the bell crank be 'nd it;'Fi 6 (Sheet 2) is an enlarged top plan view 0 a ortion of the mechanism shown in Fig. 2;.E ig. 7 is an enlarged detail of one of the 'stee n -wheel hubs and connections, seen from'the front of the vehicle; Fig. 8 is a detail showing, in front elevation, the connections between the handle and the steering post proper; Fig. 9 (Sheet 4) is a detail, on an enlarged scale, in section on the line 0-0 of Fig. 4; Fig. 10 is a side elevation, on an enlarged scale, of.a ortion of the mechanism shown in Fig. 4; ig. 11 is a to plan view of the same, and Fig. 12 is a detail of a modification.

While it will be understood that in im-' provements mi ht be applied to di erent types of automobiles, I have illustrated them as applied to an automobile of the type shown in my Patent N 0.- 697,720, dated April 15,1902, and in my companion application, No. 352,848, filed January 1907. In

this type of automobiles, the, traction wheels 20 are mounted on the. rear axle. bar 21, and the steering wheels-22 are mounted on the axles 23, which are ivoted in yokes 24 secured on the front a e bar 25, as best shown in Fig. 7. The bed or body 26 of the vehicle is secured at its rearend to springs 22 secured 0 onthe rear axle 21, and at its forward end upon springs 28 secured on the front axle ar 25. j v

I have illustrated the machine as bein driven from the engine 29, which is carrie 5 by a swinging frame 30, which is pivoted by links 31 to sidebars on the bed 26', all as is fully "disclosed in the companion application No. 352,848, before referred to. The engine shaft 32 is j ournaled in bearings 33 carried by the'frame 30, and hasjsecured just outside of the bearings, driving pulleywheels 34, around, which pass driving cables 35, which also pass around the drivin rim 36 secured to rotate with the itraction w eels in any 0011- venient manner, as; for instance, bybeing securedto the spokes-by clips 37. Outside of the pulley wheels 34' and in the lane of the tires 38 of the traction wheels, secure reversing disks39, which are adapted to 00- operate with the tires and drive the machine backward when the engine is swung from the forward driving position shown in Fig. 1 back until the reversing disks 39 engage the tires.

rearward'movement of the en ine releases the tension on the cable 35 until it does not transmit the rotation of the drivin pulleywheel 34 to the rim 36. The rear axis 21 has secured thereto diagonal distance rods 40, which extend to and are secured at the lower endofa V-shaped link 41, the upper ends of which are journaled in bearings 42 secured to the bottom of the bed.v A rock shaft or rod 43 is mounted or secured in bearings 44 carried by the sides of the bed, so that it is capable of springing slightly at the center, and a connectin i bar 45 is mounted at its upper end centrally of said rock shaft or rod 1 00 43, and has its forward and lower end secured on the link 41 between the ends of the distance rods 40.. The oonnectingbar 45 has secured thereon, or preferably formed integral therewith, a segmental ratchet bar'46 and an operating lever 47, which is secured upon the part 43 if it be a rock shaft, or j ournaled thereon if it be a rod, and has associated therewith a locking detent dog 48,

whichmay be of any desired construction,

and which cooperates with the teeth of the segment47, bemg moved out of engagement.

85 Of course, it will be understood that the are connected to the forward pair of collars- 52 by which the links 31 are connected to the engine frame. It will be readilyapparent from the foregoing description that as the upper end of the operatinglever 47 ismoved to the rear, or towardthe driver, the engine will be shifted so as to tauten the rope 35 and drive the vehicle, and that it can be locked in any position of tension required. As the upper end of the lever is moved in the opposite direction, the engine is moved to the rear, and the tension of the rope 35 slackenedto stop the vehicle; and if it is desired to reverse the vehicle, the engine is swung still farther to the rear until the reversing disks 39 engage the tires 38, when the vehiclewill be backed slowly. The foregoing part of my invention is fully described andclaimed in my aforesaid companion application, No.'

The axles 23 ofthe steering wheels 22 are provided at the rear thereof with arms 53,

which are connected by a link 54,- so that when the arm 55 connected to one of the axles is shifted by means of a link 56, which is pivoted at its other end. to the lower arm 57 upon the steering post 58, which has a horigontal handle bar 59 at its upper end, both wheels will be turned simultaneously in the same direction. It is desirable to move the mud guards or fenders 60 for the steering wheels at the same time and to the same extent as the steering wheels are moved, in order that the oecu ants of the vehicle be protected from mud being thrown upon them while the vehicle is turning, and for this purpose I su port the fender 60 in the manner shown, w ere a rod or tube 61 is secured to the bottom of the body or to the upper portion of the springs 28, as seen at 62, in Fig. 4, and extends upward tothe transverse suporting bar 63 upon which the top of the ender is bolted, as seen in Fig. 9. This bar I 63 is pivotally mounted on the top of the tube or rod 61, as by a pivot pin 64 extending therethrough into t 'e upper end of the rod. The lower end of the fender is supported by a spring bar 65, which has a transverse portion 66 bolted thereto, as seen in Fig. 7, and which is reinforced at its rear end by a supplemental bar 67, which corres o'nds'in shape thereto and has its rear en secured thereon, as by means of clips 68 bent thereover, as seen in Figs. 10 and 11. ends of these bars and 67 are secured to The sleeve 59 constituting t The rearthe arms 53 by. clips69, and the upper engaging portions of these bars 65 and 67 are in -clined at an angle to the bodies thereof, as

wheels in steering, and that their s ring connections are such as to permit of t e considerable vertical, lesser transverse, and still less longitudinal movement of the bed 26 relative to the running ears.

The inner en s of the bars 631 turn up to form supports 70 for the yokes 71 of the lamps 72, and inasmuch as these supports 70 .are fiat and the lamps cannot turn thereon,

it will be obvious that the lamps are turned as the steering wheels are turned, thus illuminating the roadway in the direction that the vehicle is turning, and this constitutes a novel and important feature of my invention.

The steering post'58 is shown as journaled in a'bearing 73 su ported byfbrackets 7 4 extendin forward fi'om the seat, and is also journaTed atits lower end in a bearing (not 'shown) in the bottom ofthe bed 26. The

handle 59 consists of a sleeve terminating in the handle portion proper and mounted to slide longitudinally u on, as well as rotate upon, a sleeve or r0 75 which is secured upon the hinge member 76, which has the yoke-shaped end, and is pivoted by means of a pin 77 upon the blade hinge member 78 projecting upward from the to of the post 58.

lie handle has secured at its inner end an arm v79 which terminates in an elongated bearing sleeve 80 for the rod 81 secured to rotate therein, and having a connecting link 82 pivoted at its inner end by a yoke 83, as best shown in Figs. 6 l

and 8. I By this construction, it will be a parent that as the handle 59 is rotated, t e

link 82 will be raised or lowered without in any way interfering with the general direction of the handle which controls the direction of movement of the vehicle. It will also be noted, from Fig. 8, that when the handle '59 isturned to a vertical position, as is customary to' get it out of the Way when leaving the vehicle, the link 82 is necessarily thrust downward so as to completely throttle the engine, and thus automatically secure its stopping without any further attention on the part of the operator. This feature is advantageous, as the driver automatically stops-the engine as he leaves the vehicle, un-

less he takes pains not to do so by turning the handle'59 upward sli htly as he throws it to a vertical position, as e can do, if desired.-

The link 82 is pivoted at its lower end to the bell crank 84, which is pivoted at 85uponthe lower end of the operatin lever -47, so that the connections swing with said lever as the engine is moved in either direction, and this is a novel feature of my invention applicable controlling the driving of the vehicle. If the engine were stationary, of course, it will be understood that the bell crank 84 would be located upon some stationary part of the vehicle. As it is, its-other endis connected by a rod 86 with a bell crank 87 pivoted at 88 upon the engine and having its other end connected to a'link'StI Whic-h operates the throttling mechanism 90, whether the same be for steam or gasolene, although it will be apparent that my invention is especially intended l'or gasolene engines.

'hile I. have herein shown and described a novel steering handlecombined with the engine throttling mechanism so that the same mechanism may be used to steer and control the speed of the vehicle, I do not hereinclaim this invention, but have claimed the same in my divisional application, No. 378,502, filed June 12th, 1907.

While I haveshown and described my invention in the form which I at present consider best adapted to carry out its purposes, it. will be understood that it is capable of modifications, and that I do not desire to be limited in the interpretation of the following claims except as may be necessitated by the state of the prior art.

What I claim as new, and desire to secure by Letters Patent of the United States, is:

1. In an automobile, the combination with the running gears, of the steering wheel having its axle pivoted thereon, thebody, and the steering-wl-ieel fender partly supported by the steering wheel and partly by the body so as toswing with the wheel.

2. In an automobile, the combination with the running gears, of the steering wheel having its axle pivoted thereon, the body, and the steering-wheelfender pivoted from the body so to swing with the wheel.

3. In an automobile, the combination with the running gears, of the steering wheel having its axles pivoted thereon, the body, and the steering-wheel fender supported at-its upper end by a ivotal connection with the body andat its ower end by a non-pivotal connection with the axle of the steering wheel 4. In an automobile, the combination with the running gears, of the steering wheel having its axles pivoted thereon, the body, the steering-wheel fender, the ,rod projecting from the body, pivotal connections between said rod and the upper part of the tender, and a bar rigidly secured to .the steering-wheel axle projecting to the bottom of the fender and secured. thereto.

' ing-wheel axle pivot. to structures where the engine 1s moved in 5.. In an automobile, the combination with the running gears, of the steering wheels, the steerin -wheel a'xle-bar, the steering-wheel axles pivoted thereto, and fenders pivoted at their upper ends to the: body above the steer- 6. In an automobile, the combination with the running gears, of thesteering wheel having its axle pivoted thereon, the body, the fender'pivoted at its upper end to the bodyabove the steering-wheel pivot, and non-pivotal connections between the lower part of the tender and the steering-wheel axle.

, 7. In an automobile, the combination with the running gears, of the steering-wheel axle pivoted thereon, the steering wheel, the

ody, the steering-wheel fender pivoted thereto at its upper end above thesteering wheel axle pivot, and non-pivotal connections between the lower end of the fender and the steering-wheel axle.

8. In an automobile, the combination with the running gears, of the steering-wheel axle ivoted thereon, the steering wheel, the

ody, the steering-wheel fender pivoted 9t: thereto at its upper end above the steeringwheel axle pivot, and non-pivotal yielding connections between the'lower' end of the Qt'ender and the steering-wheel axle.

' 9. Iii an automobile, the combination with therunning gears, of the steering-wheel axle pivoted thereon, the steering wheel, the

ody, the steering wheel fender pivoted thereto at itsupper end above the'stee'ringwheel axle ivot, and non-pivotal yielding connections etween thelower end of the fen' i der and the steering-wheel axle, consisting-of a spring bar.

10. In an automobile, the combinationwith the running gears, of the steering-wheel axle pivoted thereon, the steering wheel, the body, the steering wheel fender; pivoted thereto at its upper end above the steeringwheel axle pivot, and non-pivotal yielding connections between the lower end of the fender and the steerin -wheel axle, consisting of a spring bar re orced at its inner end" by a secondspring bar. 11. In an automobile, the'combination with the running gears, of the steering wheel liav- 5 .ing its axle pivoted thereon, the body, the

fender, and a supporting member also supporting the upper end of the tender, and partly supported by the steering wheel: and

artl b the bod so as to swin W-ith'the- 1 i P Y Y y a whee 12. In an automobile, thecombinationwith the running gears, of the steering wheelhaving its axle pivotedthereon, the body, the tender, and a supporting member also supporting the up' er end of the fender and pivoted from the ody so as to swin therewith.

13. In an automobile, the combination with 1 the running gears, of the steering wheel hav- 1 ing its axle pivoted thereon, thebody, th

porting the upper end of the fender and sup- February, A. 1907.

orted at its u er end b a ivot-al connec- I v Y Eon with the b h zly and at its iower end by a HENRY HOLSMAN' 5 non-pivotal connection with the axle of the Witnesses:

steenng wheel. i M. S. REEDER,

In witness whereof, I have hereunto set JOH H. LICELROY fender, and a supporting member also sup- I rny hand and aflixed my seal, this 5th day of 

